1952 Rolls-Royce Silver Wraith

As the world emerged from World War II, Rolls-Royce production resumed at the new Rolls-Royce facility in Crewe, England. The 'Silver' name was applied to both its Wraith and Dawn, with the Silver Wraith debuting in late 1946 and the Silver Dawn following in July of 1949.

The Silver Wraith wore similar styling to its prewar predecessor and its 4,257cc displacement was identical in size, but the former overhead-valve configuration was replaced by an F-head arrangement with large valves and generous water jacketing around the valve seats. Although Rolls-Royce did not release horsepower figures, output has been estimated at approximately 126 to 132 horsepower. In 1951 the stroke for this engine was changed and increased displacement to 4,566cc. The transmission was a synchromesh four-speed manual with choice of either floor or column selection. This gearbox was supplemented by a General Motors Hydramatic automatic option from 1952.

The former wire wheels were replaced by discs, the four-wheel hydraulic jacking system was dropped, and the front coil springs abandoned the oil-cased system. The front was independent while the rear used a live axle with semi-elliptic leaf springs. Front control of the drum brakes was hydraulic, with mechanical actuation of the rear drums. The chassis was similar to that of the Silver Dawn and Bentley MK VI, though with a seven-inch longer wheelbase at 10-feet, seven inches. While the MK VI pioneered 'standard steel' bodywork, the Wraith was intended for traditional coachbuilt bodies. Manufacture of the short-wheelbase Wraith ceased in 1952, with a total production of 1,144. The long-wheelbase version continued until the introduction of the Phantom V in 1959, by which time 639 chassis had been completed.

Among the coachbuilders who created bodies for the Silver Wraith were Park Ward, Hooper & Co. Ltd., James Young, H.J. Mulliner & Co., and Freestone & Webb.

by Daniel Vaughan | Nov 2022